CN101898550A - The method that the control driving engine is restarted - Google Patents
The method that the control driving engine is restarted Download PDFInfo
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- CN101898550A CN101898550A CN2010101530717A CN201010153071A CN101898550A CN 101898550 A CN101898550 A CN 101898550A CN 2010101530717 A CN2010101530717 A CN 2010101530717A CN 201010153071 A CN201010153071 A CN 201010153071A CN 101898550 A CN101898550 A CN 101898550A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
- B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Automation & Control Theory (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The driving engine that the invention discloses in a kind of hybrid electrically dynamic assembly is restarted control method, comprises making Transmission gear joint, loosen the brake, make that hydraulic coupling in the car side brake remains on determined comformability degree, the beginning driving engine is restarted and reduce hydraulic coupling in the car side brake when driving engine being restarted.The present invention makes the dynamic assembly torque ripple can not send wheel of vehicle to, thereby provides the pulsation-free starting-up process for vehicle.
Description
Technical field
Present invention relates in general to the dynamic assembly and the brake system of hybrid electric vehicle (HEV), more specifically, relate to the control during driving engine is restarted.
Background technology
HEV is that a kind of vehicle that combines conventional drive system (comprising combustion engine and change-speed box) and rechargeable energy storage system (comprising electro-motor and storage battery) can improve fuel efficiency than conventional vehicles.
Power actuated vehicle can be designed to adopt some aspects of hybrid electric technology, but does not use the hybrid electrically dynamic assembly.Some have assembly powered by conventional energy but do not have the vehicle of the motor of drive wheels to be referred to as little HEV, thereby it makes engine shutdown reduce consumption of fuel and emission abatement when idling when vehicle stops.
At the vehicle normal operation period, the situation that has many vehicles to stop to occur: traffic signal, cross walk, stop light etc.In little HEV when not needing power (for example when the parking wait for traffic) engine shutdown.When needs power, the driving engine automatic restart.By avoiding unnecessary engine idle incident, improved the fuel efficiency of vehicle.For this kind purpose, need when satisfying the specific engines stop condition, the duty of engine be shut down as much as possible.
When change-speed box is on the gear and gear selector driving engine takes place when being in " driving " position is restarted.During the driving engine of the little HEV that is equipped with automatic transmission with hydraulic torque converter and tor-con was restarted, in the engine starting velocity peak values stage moment of torsion can take place sharply increased.
At the automatic stopping period of driving engine, air-distributor pressure from the throttling vacuum of normal operating condition increase to very near or equal atmospheric more high pressure.When driving engine was restarted, the higher barometric pressure in the manifold can cause a large amount of charge of air to combustion cylinder.For reaching emission request, the suitable engine exhaust of broadcasting to Catalyst " supply gas (feedgas) " should not be rich in oxygen or not clean-burning fuel accessory substance.Like this, a large amount of charge of air of restarting and a large amount of proportional stoichiometry fuel injection mass are proportioning mutually, occurs in the combustion incident fluctuating than high pulling torque thereby cause restarting at several leading.Because after throttle gate was almost completely closed and air is pumped away thereby collector pressure is reduced to the throttling vacuum, all charge of air, fuel sprayed, moment of torsion produces and engine speed is retracted into conventional idling conditions.
If driving engine is restarted and change-speed box on gear, during driving engine is restarted, produce and the torque ripple that amplified by tor-con will be transferred into drive wheel by driving engine.This torque ripple can produce forward acceleration and beat.Thisly make us the shake of uncomfortable vehicle and be unfavorable for that chaufeur accepts to stop/start-up function.
Need a kind of technology and can solve the surge of moment of torsion during driving engine is restarted incident in little HEV dynamic assembly.
Summary of the invention
The invention discloses the method that a kind of driving engine that is used for controlling the hybrid electrically dynamic assembly is restarted, comprise that the gear that makes in the change-speed box engages, discharge brake pedal, keep the hydraulic pressure in the wheel braking, the hydraulic pressure in the wheel braking is restarted and reduced to the beginning driving engine when driving engine is restarted.
The invention also discloses a kind of restarting system that is used for controlling the hybrid electrically dynamic assembly, be included in the change-speed box that engages on the gear, brake pedal, and controller, its configuration is used for making the hydraulic pressure of wheel braking to remain on determined comformability degree, begins after discharging brake pedal that driving engine is restarted and the hydraulic pressure in the minimizing wheel braking when driving engine is restarted.
Tire torque Disturbance Rejection (WTDS) control does not need new equipment or hardware to change or improve, and can only utilize software to improve in existing motor vehicle braking system and implement.This WTDS control does not need to consume extra energy, its use from the vehicle driver or initiatively braking function the input of brake line pressure with realize to driving engine stop/starting process restart auxiliary and the dynamic assembly torque disturbances suppresses.
Dynamic assembly moment of torsion concussion and shake can not send wheel of vehicle to, thereby provide the pulsation-free starting-up process for vehicle.Should based on the technology of braking on control complexity and controlling and driving method based on driving engine or more simple based on the control method of change-speed box, and the control effect that obtains is more reliable and stable.
Brake line pressure can provide the braking reaction torque, and it can maintain wheel and not move because of engine torque or other disturbance moments of torsion that acts on the pause vehicle.This brake action is isolated with unexpected dynamic assembly disturbance moment of torsion and vehicle.When brake-pressure decrease and the increase of dynamic assembly moment of torsion, vehicle response is manually controlled acceleration pedal and is carried out slow-action or starting in chaufeur.
The field of application of the preferred embodiments of the present invention will be more clear in following detailed description, claim and accompanying drawing.Pointed out the preferred embodiments of the present invention though it should be understood that specification sheets and concrete example, it only for purposes of illustration.Variations and modifications to described embodiment and example are conspicuous for a person skilled in the art.
The present invention will be easier to understand with reference to following description in conjunction with the accompanying drawings.
Description of drawings
Fig. 1 is the scheme drawing of little HEV dynamic assembly;
Fig. 2 is the scheme drawing of a WTDS control system part;
Fig. 3 has illustrated to be in reverse and driving engine is restarted the chart of the variation of some variable of dynamic assembly under the state of a control.
Fig. 4 has shown the logical flow chart that is used to control the algorithm steps that driving engine restarts.
The specific embodiment
With reference now to accompanying drawing,, the little HEV dynamic assembly 10 among Fig. 1 comprises propulsion source 12 (for example explosive motor), strengthens engine cranking motor 14, automatic transmission with hydraulic torque converter 16 (its output shaft 17 be connected to driving engine by tor-con), gearbox output 22, the main reduction gear device 23 that is connected to output 22, electronic aux. pressure pump (EAUX) 24 (its output is to the hydraulic efficiency pressure system pressurization of change-speed box), storage battery 26 (it provides electric energy to pump 24), ABS module 27 and the transmission shaft 28,29 that can be connected to drive wheel 30,31 drivingly.
Transmission control module (TCM) 42 accepts also to send a signal to pump 24 and change-speed box 26, and from battery 26 and gear-shift lever 44 (it is moving between P, R, N, D, the L position and mobile between the shift-up (+) of manual pattern slot 48 and downshift (-) position automatic transmission pattern slot 46 in) receiving inputted signal.The engine control module (ECM) 50 that communicates by CAN and control of braking module 27 receives and sends a signal to starter 14 and driving engine 12, and from battery 26 and acceleration pedal 52 receiving inputted signals.Represent the signal that moves of brake pedal 54 to be sent to control of braking module 27 by brake actuators 55, the hydraulic pressure of its control brake line 76,77 and car side brake 78,79.
Though little HEV is in and stops, at least one car side brake on transmission shaft 28 and 29 wheel 30,31 and in the non-driving wheel 34,35 at least one on keep braking.After the vehicle driver discharged running brake, wheel torque Disturbance Rejection (WTDS) control made the brake-pressure in the brake system remain on the required degree of dynamic assembly disturbance moment of torsion inhibition.In case engine speed reaches and when surpassing predetermined speed WTDS control cooperate engine torque output to discharge brake line pressure.
It is dynamic setting rear brake release when the engine starting sign, it is 1 that this engine starting sign is set) when a certain driving engine reference velocity having occurred and having detected driving engine restarting velocity peak values, or 2) determine when the calibration engine speed that surpassed a certain calibration period of a certain higher engine speed threshold value and a certain degree occurred changes.
Except the brake-pressure release conditions of routine, brake-pressure is 1) depress brake pedal or 2 once more) release the gas pedal or 3) discharge during the expiration of WTDS time meter.
WTDS only acts in the predetermined period of WTDS timer measuring during driving engine is restarted.If driving engine fails suitably to restart, WTDS keeps not acting in WTDS time meter expiration back.During driving engine is restarted incident, braking force did not both reduce (surge of dynamic assembly moment of torsion will be sent to drive wheel in this case) prematurely, there be not to reduce (can cause the propulsive effort loss in this case and reduce performance) because drg can hinder and stop vehicle to quicken from halted state lately yet.When engine off and driving engine were attempted to restart, WTDS can make its time meter delay and wait for that driving engine restarts.If driving engine stops and not restarting, if perhaps driving engine fails to attempt to restart, WTDS will abandon and withdraw from and no longer further delay after its time meter expiration.
Fig. 2 has shown the scheme drawing of the part of WTDS control system.Preferably when little HEV seizes up, when driving engine 16 is in and stops, when acceleration pedal 52 discharges, when brake pedal 54 is used, when Parking Brake discharges, PRNDL gear selector 44 is in when driving shelves or low gear and when activating WTDS control, enter WTDS control.
The brake system controller 60 that comprises WTDS brake actuators 62 is given brake actuators and sensor 64 from brake actuators and sensor 64 receiving inputted signals and move instruction.ECM 50 comprises and starts-stop planner (SSAT) 66, and it is sent to chassis and dynamic assembly regulating control (CPTC) 68 with engine starting/stop demand and the demand that activates starter 14, and it can be integrated with TCM42 and comprise WTDS algorithm 70.Based on driving engine and change-speed box state of a control and application force and brake status definite adaptively final WTDS brake-pressure/torque degree in CPTC.Brake system control 62 and CPTC68 are by high-speed controller (HSC) local area network (HS-CAN) 72 communications.
When the driver discharges brake pedal 54 and prepares accelerating vehicles, when master cylinder pressure P_MC drops to the determined comformability degree of CPTC P_WTDS, keep being connected to the pressure in the brake line 76,77 of drg 78,79 automatically.This degree of pressure can make running brake 78,79 can suppress the bad torque ripple that is produced by dynamic assembly.In general, P_WTDS can determine based on dynamic assembly configuration by experience, perhaps its can with reference to other driving system and information of vehicles (for example vehicle transmitting ratio, the driving engine that will accelerate to restarted strategy, service brake operating mode, vehicle inertia, dynamic assembly inertia, tolerance factor etc.) suitably calculating form.
Fig. 3 has comprised chart, has shown the variation of some dynamic assembly variable of WTDS control period of restarting at driving engine.In the A stage, begin before driving engine restarts in 80 place's driving engine restart instructions, vehicle stops and driving engine stops at first.In stage B, driving engine takes fire and remains unchanged.Walk or drive slowly forward and start along with car speed increases vehicle at stage C.
Pressure in the curve 86 expression brake lines 76,77.Brake-pressure can remain on the brake line pressure.It also can remain single compressed air brake cylinder/brake clamp (pressure) level on each wheel.The sufficiently high brake-pressure level of line 88 expressions.
The determined adaptive brake stress level P_WTDS of line 90 expressions, it adds the combination (dynamic assembly of brake-pressure compensation value (considering excess power assembly wheel torque, the compensation of sideways inclined load torque and the tolerance compensating of dynamic assembly state, prediction) for pre-customized kinetic pressure.
This method discharges hydraulic coupling so that driving engine can come accelerating vehicle in response to bend the throttle 52 in car side brake.The technology that is used to produce this effect has been explained at 104 places at curve, and it has shown that WTDS time meter 100 is re-set as about 500ms when instruction that driving engine 12 restarts appears in 80 places.Resetting back time meter 100 beginning countdowns 106.Driving engine restart begin in 80 places after brake system pressure 86 begin immediately to reduce, and no matter whether time meter 100 expires.If counting machine 100 expirations before driving engine is restarted, brake system pressure 86 begins to reduce immediately.
Represent the curve 112 of engine speed to show that the engine speed increase starts from beginning driving engine when starter 14 fire an engines 12 and restarts 80.Engine speed continues to increase (shown in 114) after the engine combustion in the first time, engine combustion stable during the idling (shown in 116) that keeps relative stability, and when engine torque increases, further increase (shown in 118).
Driving engine is restarted sign and is being stopped 130, starts 132, surpassing engine speed peak value and driving engine operation 134.
No matter when acceleration pedal travel above certain distance or when the driver once more the brake application pedal surpass to a certain degree, WTDS control all will cancel, control thereby postpone WTDS.After this, vehicle quickens under creep torque or is quickened by driver's assisted instruction.
Fig. 4 has shown the logical flow chart of each step of the algorithm 70 that the control driving engine is restarted.Do test at step 140 place to determine whether brake system control 60 and engine shutdown-starting control enables.If test 140 result in logic for not, then in forbidding (the promptly closing) WTDS of step 142 place control.
If test 140 result in logic for being to do test at step 144 place to determine whether the occurring ADS automatic engine stop.If test result 144 is that control program is not back to step 144 in logic.
If test 144 result for being, further make test at step 146 place to determine that change-speed box 16 is whether on gear.If test 146 result for not, then control program is back to step 142.
If test 146 result for being to enable WTDS control at step 148 place.
Be suitable for load and determine WTDS pressure P _ WTDS in the estimation of step 150 place.
Do test at step 152 place to determine whether whether determined comformability WTDS pressure P _ WTDS is equal to or greater than master cylinder pressure P_MC.If test 152 result for not, control program is back to step 148.
If test 152 result for being to activate WTDS control at step 154 place and brake-pressure is remained on the P_WTDS degree.
At step 156 place, restart by vehicle operators or by WTDS control beginning driving engine.
Do test at step 158 place to determine whether that beginning driving engine restarts.If test 158 result for not, do test at step 160 place to determine whether stepping on brake pedal 54 again.
If test 160 result for not, control program is back to step 154.If test 160 result for being, remove WTDS control at step 162 place, discharge brake-pressure and program and be back to step 152.
At step 164 place WTDS time meter 100 is set to begin countdown 106 with reference to duration and at step 166 place.
Do test at step 168 place to determine whether bend the throttle 52 or not step on brake pedal 54 again.
With definite engine speed whether peak value appears in step 170 place detection of engine speed.
If test 168 result for not, do test at step 172 place to determine whether WTDS time meter 100 has expired or whether torque ripple finishes (it the peak value indication occurs by engine speed).
If test 172 result for not, do test at step 174 place to determine that driving engine is whether flame-out or not begun driving engine restarts.If test 174 result for being that control program is back to step 164.If test 174 result for not, then control program is back to step 166.
Remove WTDS control and inactive at step 176 place, discharge brake-pressure, and control program is back to step 140.
Disclosed braking pressure control is not got rid of and is used independent brake circuit pressure, or uses wheel (braking) air chamber pressure but not master brake cylinder pressure decides control action.
The present invention discloses preferred embodiment.Yet, should note except the content that specifies and describe, can also adopting alternative embodiment.
Claims (10)
1. control the method that the driving engine in the hybrid electrically dynamic assembly is restarted, comprise step:
(a) make the Transmission gear combination that is connected to driving engine by tor-con;
(b) discharge brake pedal;
(c) hydraulic coupling in the maintenance car side brake;
(d) the beginning driving engine is restarted; And
(e) when restarting, reduces by driving engine hydraulic coupling in the described car side brake.
2. method according to claim 1 is characterized in that step (c) further comprises:
Determine pre-customized kinetic pressure;
By described pre-customized kinetic pressure being added, determine adaptive brake pressure corresponding to the brake-pressure adaptive correction of dynamic assembly state, prediction excess power assembly wheel torque, the compensation of sideways inclined load torque and tolerance compensating; And
In described car side brake, keep described adaptive brake pressure.
3. method according to claim 1 is characterized in that further comprising the hydraulic coupling that discharges in response to bend the throttle in the described car side brake so that described driving engine can quicken.
4. method according to claim 1 is characterized in that further comprising:
When the described step of beginning (d), counting machine is arranged to schedule time length;
Before restarting, reduces by described driving engine the hydraulic coupling in the described car side brake.
5. method according to claim 1 is characterized in that further comprising:
When the described step of beginning (d), counting machine is arranged to schedule time length;
If restarting, reduces described driving engine the hydraulic coupling in the described car side brake before the expiration of described time span.
6. method according to claim 1 is characterized in that further comprising:
When the described step of beginning (d), counting machine is arranged to schedule time length;
If the driving engine automatic restart is failed then is prolonged described time span; And
If restarting, reduces described driving engine the hydraulic coupling in the described car side brake before the expiration of described time span.
7. method according to claim 1 is characterized in that step (e) further comprises:
The monitoring engine speed is to determine that peak value has appearred in engine speed; With
After described engine speed peak value occurring, reduce the hydraulic coupling in the described car side brake.
8. method according to claim 1 is characterized in that step (e) further comprises:
Use engine speed peak value, sensor and represent the dynamic assembly moment of torsion surge to occur and fluctuate based on one in the engine torque of estimation; With
After appearring in the dynamic assembly moment of torsion, described surge fluctuation reduces the hydraulic coupling in the described car side brake.
9. method according to claim 1 is characterized in that step (e) further comprises:
The monitoring engine speed is to determine that peak value has appearred in engine speed; With
After described engine speed peak value occurring or engine speed be higher than reference velocity and reach the schedule time, then reduce the hydraulic coupling in the described car side brake.
10. method according to claim 1 is characterized in that further comprising:
Use brake torque in the wheel of vehicle to suppress to be sent to when described driving engine is restarted fluctuation in the engine crankshaft moment of torsion of described wheel at least in part.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US12/473,314 US9365209B2 (en) | 2009-05-28 | 2009-05-28 | Wheel torque disturbance suppression |
| US12/473,314 | 2009-05-28 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101898550A true CN101898550A (en) | 2010-12-01 |
| CN101898550B CN101898550B (en) | 2014-12-24 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201010153071.7A Expired - Fee Related CN101898550B (en) | 2009-05-28 | 2010-04-20 | Method for controlling restart of an engine |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US9365209B2 (en) |
| CN (1) | CN101898550B (en) |
| DE (1) | DE102010029432A1 (en) |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103723148A (en) * | 2012-10-15 | 2014-04-16 | 福特环球技术公司 | Methods and systems for a four wheel drive vehicle driveline |
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| WO2013038480A1 (en) * | 2011-09-12 | 2013-03-21 | トヨタ自動車株式会社 | Vehicle control device |
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| CN105083286B (en) * | 2014-05-19 | 2019-08-16 | 罗伯特·博世有限公司 | Method for reducing drag torque fluctuation in electrical start |
| CN105083286A (en) * | 2014-05-19 | 2015-11-25 | 罗伯特·博世有限公司 | Method for reducing drag torque fluctuations upon electric drive-off |
| CN106915345B (en) * | 2015-12-24 | 2019-08-16 | 铃木株式会社 | The control device of hybrid vehicle |
| CN106915345A (en) * | 2015-12-24 | 2017-07-04 | 铃木株式会社 | The control device of motor vehicle driven by mixed power |
| CN109062035A (en) * | 2017-10-16 | 2018-12-21 | 华晨汽车集团控股有限公司 | A kind of power assembly of electric automobile concussion identification and suppressing method |
| CN111071252A (en) * | 2018-10-19 | 2020-04-28 | 吉利汽车研究院（宁波）有限公司 | Vehicle starting control method and device and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| US20100305790A1 (en) | 2010-12-02 |
| DE102010029432A1 (en) | 2011-08-25 |
| US9365209B2 (en) | 2016-06-14 |
| CN101898550B (en) | 2014-12-24 |
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